Train control system



192 2 Sheets-Sheet A. G. SHAVER ET AL TRA IN CONTROL SYSTEM Original Filed Oct.

Aug 23, 1932.

INVENTORS Arch bcl ld .shqver Aug. 23, 1932. A. G. SHAVER ET AL TRAIN CONTROL SYSTEM Original Filed 001). l, 1926 2 Sheets-Sheet 2 INVENTORS Arch'nbald 6.5hover Benjamin W. M s

BY AT%RNEYS Patented Aug. 23, 1932 UNITED I STATES PATENT OFFICE ARCHIBAIZD G. SHAVER, OF CHICAGO, ILLINOIS, AND BENJAMIN W. MEISEL, OF CREST- WOOD, NEVV' YORK, ASSIGNORS TO THE REGAN SAFETY DEVICES COMPANY, INC., OF

NEW YORK, N. Y., A CORPORATION OF NEW YORK TRAIN CONTROL SYSTEM Application filed October 1, 1926, Serial No.g138,869. Renewed June 14, 1932.

This invention relates to a train control system, and more particularly to an induction type of train control system; and has special reference to the provision of an improved induction train control system of the bring the vehicle to a halt combined with manually operable means for setting said vehicle carriedapparatus to permit the sameto move under a restricted speed.

A further prime desideratum of the present invention resides in the provision of vehicle carried apparatus for an induction system in which manual means are provided adapted to be operated by the engineman for resetting the vehicle carried apparatus to its normal unrestricted running condition pro vided the vehicle or train is running at or below a safe or restricted speed.

A still further prime object of the invention comprehends the provision of a manuaL automatic train control system of the nature referred to in which the manuallyoperated restoring or resetting mechanism is adapted cleared.

A still further prime object of the invention centers about the provision of an induction train control system in which cab' or vehicle signalling means are provided combined with the means for controlling the movement of the train, the construction and operation being such that the engineman as well as the fireman may be apprised of the roadside conditions so as to permit manual restoration under safe conditions; and the further pro-vision of a system of thls naturein which the manual restoration of the train control apparatus maybe produced without affecting the automatic control' from-the roadside of the vehicle or cab signalling means; and the still further provisio'njof a system of this character in which the cab signalling means may be operated automat-' ically to a restored stateby cooperate vehicle and roadside inductor mechanism. 7 e

Still further objects of the inventioninclude the provision of inductive roadside ap- 'paratus which may be operated to produce tripping and resettingoperations of thevehicle carried apparatus with theuse of comparatively few inductors both on the road side and on the vehicle cooperating in a way to reflex energy from the vehicle through the roadside and back to the vehicle to produce the restoring or resetting operations; and the still further provision of an improved roadside inductive apparatus combined with detecting circuits which'are operated to indicate the displacement of the roadside inductors or the breakingof any of the roadside inductor circuits.

To the'accomplishment' of the foregoing pear, our invention consists'in the elements and their relation one to the other ashereinafter more particularly described and sought to be defined in theclaims, reference being had to the accompanying drawings which show the preferred embodiment of our invention, and in which:

Fig. l is a wiring diagrammatic'view of "the vehicle carried apparatus embodying the principles of the present invention, and

Fig. 2 is a wiring diagrammatic view of the cooperating roadsideapparatus.

Referring now more in detail-to the drawings andreferring first to Fig. 1 vthereof, there is provided a valve V for controlling the movement of the train by governing the operation .of the air brake system, the said valve having a construction'ofthe type'disclosed in the patent to Allen B. Kendall No.

of the train as in response to clear roadside conditions is energized from a source of energy E which comprises a potentiometer across the mains of the direct current generator G and the said circuit is controlled by direct current relay R2, the operation of I which is in turn controlled by the manual and automatic controlling means tobe-de scribed hereinafter. This control clrcuit for the el'e'ctromagnetM comprises energy E, 0011- ductors 21 and 37, the coil 36 of the magnet-lid,

conductor 35, a contact 84 of a manually operable push button device P1, conductors 33 and 80, contact 81 f a push button device P3, cond'u'ctor'32, contact 31 controlled by the relay R2 and conductors 30,29, .9; lO and I 11 back to the source of energy E. The con-.

tactsot the push button devices P1 and P3 are normally closed and are provided for a. purposeto be explained hereinafter, and the contact 31'is closed normally when the relay R2 is energized.

COIlIlBCtGCl to the generator G by means of.

the conductors 7 8 and 79 and is provided so that a 32-volt headlight generator circuit maybe employed for the other apparatus to ''be described, while about 10 to 12 volts may be tapped for the operation of the direct current controlling elements. A

The control relay R2 is governed by the operation of an inductor controlled circuit tions to whicha vehicle carried tripping inv ductor TI is responsive, and under normal 7 a contact 28 of the control relay B2 anda' operated in accordance with roadside condirunning conditions this inductor controlled c1rcu1t is normally closed and is controlled by second contact 2 governed by a trip relay T-TB having the armature T and the field.

TR,.the'said trip relay being the one that is controlled by the trip inductorTI. The said circuit for'thecontrol relay'R2 comprises energy E, conductor 1, trip relay contact 2, conductor 3, a switch 23, conductors 19 and 24, the coil of relay R2, conductors, 26 and,

27 stick contact 28 of relay R2,.and conductors 29, 9, 1O and ll. It will beseen that with this circuit the opening ofthe trip con. tact 2 will open the circuit at boththe trip contact and the stick cont-act 2.8 so that the circuit will persist in open condition even "the D. C. generator G, the field TR being though the trip relay contact 2 is again closed. The trip relay T.TR is an alternating current relay, theifield TB of which is a1: ways energized from an A. C. source -com-' prising a converter connected as shown to connected to the'converter leads 'by' means ofconductors 74, 62, 61, 66, and 7 3.

The tripping inductor TI comprises in- 1 ductively coupled coils a and b, the coil a being an energizing coil and the coil 7) being.

an energy receiving coil," the former being connected to theA. C. .source' by means of the conductors 63 and 64 and the latter coil- The source of energy Eis I) being connected by means of the conductors 69 and 7 0 to the armature T of the trip relay. This tripping inductor embodies preferably a construction similar to that described and claimed in the patent to A. G. .Shaver No. 1,521,332 of Dec. 30, 1924, andin the copending application of A. G. Shaver Ser. No.

506,595 filed Oct. 10, 1921.

Normally the armature T of the trip relay is energized through the trans'former'indum tor TI to maintain the 'vehiclecarried circuits described in normal condition. When,

however, the said tripping inductor TI the flux conditions. of the trip inductor so that the vehicle carried apparatus is undisturbed and 1s malntained n normal running condition.

p In the system of the pr esentv inventiorn;v there are provided cab or vehicle signalling means also controlledfrom the roadside to apprise theengineman of the roadside condltions in a manner. toperm t him to man ,ually control themovelnentqof the vehicle- .under safe. operating conditions for-setting the vehicle carried apparatus to move .under a speed restrictionor for restoring the same under given conditions to move without a speed restriction This cab signalling? means comprises the clear indicating light L1 and'the .danger indicating light L2 controlled bya second control relayRl which is alsoconnected to the inductor controlled circuit to be governed thereby Normally the 1 relay R1,.i's energized through a circuit com prising energy E, conductor 1 of the inductor controlled circuit, trip contact 2, "conductor 3, switch 23, conductors 19 and 4,.relay'R1, .conductors 5 and 20, stick contact 7 of-the relay R1 and conductors 8 to 11. ,Itwillfbe seen from this construction that whenthe inductor controlled circuit is tripped, the relay R1 will be deenergized along with the relay R2. The deenergization ofth'e relay R1 'extinguishes the signalLl and energizes the signal L2,.the same being accomplished by the operation of'a;contact"16 controlled by the relay: the said contactinormally making at its frontpoint a circuit. compris-' ingienergyi E, conductors 21; 49. and 17, sig- 'nal L1, conductor 45,.contactj 16,; conductor '15. and-'conductors 8 to 11. 'When relay R1 is deen'ergized, the contact 16 drops to :its back points and the circuit i s co mpleted through the shunt path which includes the conductor 18 and-signal L2. 5

- In accordance with the principles ofthe present invention the cab signalling means is controlled only from the roadside and the operation of the same cannot be modified by any of the vehicle carried manual restoring means, except that relay R1 will be deenergized and stop signal L2 consequently'displayed whenthe switch 23 is operated to close on conductor 25, asmay be the case in releasing when the vehicle has stopped :with its inductors TI and RI over the track inductors 114 and 112' or has passed intoa stop block. To accomplish this the relay R1 is governed by automatic inductive reset mechanism. The reset inductive mechanism on the vehicle comprises a resetinductor-RI connected by means of conductors71 and? 2 to an armature R of an, alternating current relay the field of which is the fieldTRot thetrip relay; and this reset armaturecontrols a pair of contacts 13 and 59, the former of which serves torresetting or restoring the operation of the signal control relay R1. Preferably the reset inductor is provided with a compensating circuit having a coil 77' connected to a condenser 0 by means of conductors 7 5 and 76. When the reset inductor-RI receives an energizing impulse the reset relay contacts 13 and 59 are closed,the closing of the former causing the relay R1 to be reenergized by means of the circuit comprising conductor 1, trip contact 2 (closed as will be seen hereinafter When a resetting impulse is received), conductor 3, switch 23, conductors 19 and 4,,the relay R1, conductors 5 and 14:, the closed contact 13 and conductors 12 and 11. .The resetting impulse is obtained only when the vehicle inductors move over the roadside inductors but the closing of the circuit described, in closing the contact 7 of relay R1, closes theholding circuit previously described for the relay R1 so that the said relay remains in restored condition although the contact 13 opens after the vehicle inductor passes, the roadside inductor. J

After the train control relay R2 istripped to bring the vehicle to a halt, the operated device or electromagnet M may bemanually restored by the mechanism now to be. described to permit the vehicle to proceed at or below a restricted speed, this: when the cab signalling means indicates that the roadside conditions remain at caution. 'or danger. Th1s manual restorlng and "moditying mechanism comprises a circuit for l operating a relay R3 and for placing the same under the control of a speed controller SC, the circuit being operated by the push button-P1. The relay R3 when deenergized under danger conditions may be energized provided the speed of the train does'not exceed a predetermined limit, by means of ,ductor 39, contacts of speed controller SC closed when the restricted speed is not exceeded, and conductors 38, 10 and 11.

The push button Pl. after being operated must be released so as to prevent a mis-operation thereof, and this isenforced by the pro.- vision of the contact 34 which is provided, as previously described, in the circuit to the mag net M, the opening, of which contact deenergizes the magnet M. The magnet M is made, sufficiently slow-acting so that the samedoes not become effectively denergized by the proper operation of the push button P1. The stem connected to the contact 40 is separate from the lower stem portion of the push button P1 so thatthe'contact 40 may be closed, conductors 50 and 39,'contac ts of speed controller SC, and conductors 38, 10 and 11.

When the speed of the vehicle exceeds the re stricted speed the stick circuit to the relay R3 isopened andmaintained'open so that the last-described circuit to the magnet M is opened to bring the vehicle to a halt. This,

however, may be again modified by operation of the push button Pl when the vehicle is duc'ed to or below the speed limit. I

Itis desirable to apprise the engineman of thetimewhen the push button P1 may be operated, andthis is effected bythe provi- V sion of a signal 42 associated with the relay R3, which signal is operated when the vehicle circuits are trippedand the speed of the vehicle is reduced to the desired limit.

The circuit controlling the signal 42 comprises conductor 1, trip'contact 2, conductors 3 and 22, conductor 43, signal 42, conductor 11, contact 40closed onits back point, conductor 39, speed controller SC, and conductors 38, 10' and 11. V 1

.It will be noted that the circuit governing the relay R3 is taken through the trip corn tact 2;so that this circuit may be deenergized regardless of speed conditions when a trip operation of the circuits is produced. It will also be, seen that a single trip contact 2 operates all of the relays to control the tripping condition thereof, I:

- It=will be further 'n'oted th'at thereijs -an energizing circuit 'for relay R3 under 'n'ormal clear conditions when relay E2 'is energized provided R3 has been previously energized. This normal circuit governing relay R3 comprises: energy E,-condu'ctor l, co1itact 2'0f v trip relay T, conductors 3,and 22, relay R3,

conductor 48, contact 47 ofpush button P2,

7 conductor 46,'contact 40 of relay R3 closed,

conductor 50,- contact 51= of relay R3 closed, conductors 52 and 80, contact 81' of push button P3, conductor32, contact 31 of relay R2,

conductors and 29, 9, 10 and 11. I The objectof this circuit for relay R3 controlled by relay R2 is to provide a means-for-maintain ing relay R3 energizedand thusoper ate'the apparatus under more favorable conditions and avoid unnecessary wear and vibration which is naturally associated with'deenergized parts More important, however, is the fact that with R2 energized,as in a clear block, the eng-ineman mayfpush the button P1, energizing R3 preparatory to the speed being reduced'to the prescribed rate, thus onlymaking it necessary for him to operate switch 23 to close on conductor 25 when passing under the prescribed speed rate into a restrictive or stop block,-'as willbe hereinafter described. Relay R3, however, cannot go be restored to the energized position through the automatic restoring neans as described for relays R1 and R2. The onlyway this relay R3 can be restored to the energized po- 8 sition isby means of the push button P1,and

providing also the electrical circuits for this relay are otherwise complete When relay R3 is energized, the circuit to signal-14:2 1s open because contact 40 of relay R3 is closed in its up position. Under this condition when the ,3, train is operating ina'clear block-but approaching a more restrictiveblock, the en gin'eman may desire to use signal 42 as a'fixed speed indicator before arriving at 'the restrictive block; if so', he may push the button P2'so as todeenerg'ize relay R3 which will then close cont'act'lO of this relayto conductor 4:1, thus closing the opencircuit to signal 42, which signalwi'l'lbe displayed'if the engineman' has reduced the speed of the train to or below therestrictedrate, Ifthe=s1gnal is not displayed, the eng 'ineman will '-k now' that the speed must be further reduced 1f he desires to avoid a br'ake' application on entering the-restrictive block.

- A .desideratum of the present invention comprchends the'provision of a train-"control system in which the inductor controlled cir- 'cuits or the relay governing the clear operation or the train may bemanually restored under safe running conditions ofthe ve hicle to perrnit unrestricted running thereof.

To accomplish this, ,th'efinductor controlled circuit for, the relay R2 is made restorable to its normal condition the cooperative efforts of th engineman and fireman, who in am; I grab 'conce'rtinayrestore-the apparatus if the ve hicle is moving 'atorbelow the'restricted speed, the engineman being apprised of the roadside conditions i by observing the operati'on-of the cab signalling means L1 and L2. To these ends there are provided two release :buttons ERB and F RB to be operated one bytheengineman and'the'other by thefireman "for restoring thetrain control relay R2 Without, however, restoring the signal're'lay R1. The-"restoring circuit for the relay R2 comprises conductor 1, trip relay contact 2,

conduetorB, switch 23, conductors 19 and -24;'relay R2, conductors 26 and'57, contact 56 of FRB closed by the fireman by operating push button P3, conductor 55, contact" 54 of ERB closed by the engineman by operating push button P2, conductor 53','conta'ct 51 making on its back point, conductors 50 and 39, speed controller and conductors 38, 10 and11.- .7,

' The contact 51 should be on itsback point, and if 'perchance the 1 relay is energized when this operation is desired, the same is reenergized by'the' opening of the contact 47 of the release buttonERB, which contact is in the circuit controlling therelay R3. To prevent the fireina'ns button from being held inamisoperatedp0sition,=the contact 81 thereot'is' provided, whichcontact is in the normal or clear circuit of the electromagnet device Mjftherefore, if the firemans button P3 is held orstuck'in the'reverse position, then restricted speed is the best that can be had,

and if, atthesame time, the buttonfPl is held 'or stu'ck" in "the reverse the train willbe stopped. r

' lVith :this construction it I will therefore be's'eenjth at if the speed of the vehicle is at orbelow 'the'restricted speed, the relay R2 may be reset'by the cooperative action of the 'enginem an an'd fire-man and this is effected without rnodifying the operation of the signal control relay-R1,

position, then For'thepurposeof'oper atingthe train Cirm by P1';'conductor 39, speed controller SC, and

conductors 38, 1O 'and ll'. A'iT't'ert'h'e train passes the roadside trip'inducton'the switch '23'1nu'st" be moved to :its full-line' position,

otherwisethe train cannot proceed exceptat the restricted speed governed by the control- ;l'erSG- Switch 23 alsb serves anotheripur-pose teases which is, that with R3 energized and the speed of the vehicle under the prescribed rate,this switch 23-may be held closed during-theinterval ofthe vehicle passing over the roadside inductors into a restrictive or stop block; As the vehicle passes into a stop block, the trip contact 2 is opened, and in such a case switch 23 being closed on conductor 25, a bypass circuitis provided to keep R3 energized.

If the engineman and fireman fail to manually reset or restore the inductor controlled circuit operating the relay R2, provision is made for effecting the automatic restoration thereof, thisbeing accomplished. by the sec-' ond contact 59 of the resetting relay R, which contact controls the restoring circuit to the relay R2 as follows: conductor 1, trip contact 2, conductor 3, switch 23, conductors 19 and 24, relay R2, conductor 26, conductor 58 (in dotted lines) the contact 59, and conductors 60,12 and 11.

It will benoted thatthe inductors and thetrip and reset relays thereof are all controlled by alternating current energy while the remaining vehicle carried apparatus is controlled and operated by direct current,

energy, this producing a very desirable train control arrangement. Preferably the power factor compensator PFC-is connected across the A. C. source by the conductors 67 and 68 to render operation ofthe A. C. circuits more efiicient. a V

Referringnow to Fig. 2 of the drawings, there is shown a section of railway track divided into blocksor sections X, Y and Z insulated from each other as at W, WV, three" full blocks or sections being shown with signal equipment for each. of the blocks and with roadside inductive mechanism shown to be operated by the signalling equipment. The blocks indicate thecondition of danger for the section Z, the condition of caution for the sectionY and the condition of clear for the section X due to the presence of the vehicle in the block next succeeding the block Z.

The roadside inductive apparatus for cooperating with both the trip and resetvehicle inductors comprises for eaoh block apair of inductors 112 and 114 connected in a-circuit which comprises the inductor112, conductor 111, condenser 110, a contact 109 controlled by a relay H, conductor 118, a signal circuit breaker SCB having a contact 117 movable to the position shown, conductor 115,gin.- ductor114 and conductor-113. This circuit is closed both under clearand caution conditions as shown in the blocks X and Y and is open for the danger condition-as shown for block Z, the said signal circuit breaker being operated'by the movement of the semaphore signal. The inductors 112 and 114 comprise a combined trip and reset device generally designated as T and R, the inductor 114 being adapted for cooperation with the vehicle tripping inductor TI. and the. induc,

tor-112 beingadapted to cooperate with the 7 vehicle resetting'inductor RI, as shown Fig.1 of the drawings. i r

The cooperation between the vehicle carried androadside inductors is more fully described inthe copending application of F. M

Rosenzweig Ser. No. 686,553,. filed May 4,

1923, where such construction is broadly claimed, and it will suffice here to say that when the roadside circuit described. is closed,

the vehicle carried apparatus moves over the roadside apparatus without altering the ve hicle carried circuits, whereas when the roadside circuitis open the inductor 114 will'be an inert state and will disturb the flux conditions. between the coils of the tripping inductor TI to trip the vehiclecarriedcircuits, and further that after such 'a' tripping operation is produced, the closing of the roadside circuit will. effect the resetting operation of the vehicle carried circuits byenergy transmitted from the vehicle inductor A to the roadside'inductor 114 and reflexed back to: the vehicle by means ofthe inductors 112 andRI. In the preferred embodiment'of thein-f Vention there is provided associated with the combined trip and reset inductors T and R a second trip inductor T also controlled from breaker SUB having the contact 107 by means of the circuit comprising the inductor T conductor 102, condenser 108, 1 contact 104, conductor 105, contact 107, and conductor 108. v The tripping inductor T is preferably arranged at braking distance A from the 'entrance to the next block, while the combined trip'and reset inductor system T and R is p arranged preferably at engine and tender length B from the terminal of the block, as indicated by the arrowed lines in Fig; 2 of the drawings. With this constructiona trip-' ping operation may be produced at-braking distance, so that-if the conditions ahead are cleared before the vehicle being operated 1m reaches the associated combined trip and reset devices, a clearing operation will be pro duced to permit further unimpeded movement of the train, thereby permitting speed ing-up movements under clear conditions;

trollers opera y displaeeinent'of 3i) QllQmrS-as well as means for controlling the the semaphore through a signal I circuit"? condition of. .operatio'nfofs inductors; iiii suc;-

ceeding blocks when the; inductor circnitofi a preceding block is brokemllhetco'ntroller's;

fora-breaking the inductor circuits whenthe inductors are: displaced are representedqby' the crosses-in the. roadside circuits described,

the said crossesindicating the, presence. 0t apparatus of the type described andcclaimed' in the; patent to. Joseph Beaumont: 1N0; 1,586,772 of (lune. 1,1926 The: breaking; ot the: inductorcircuits: controls inductors of; othen blocks; by :the: detecting; circuits show-n1 lIll phantoina on dotted lines in. Fig; 2 oh: the:

drawings which; will now be; describedi.

- The relays. I]; heretofore; referred to con:-

trol contacts 10t and; 10.9 of the-inductor:cir=- cuits-zso that when these' contacts are open: the iinductorrcircuits willlbe in'a condition to;

trip-the:- vehicle mechanism; and-each of therelays H for a given block is controlled by the detecting circuits provided forthe-inductors v ofthesnext succeeding block. The relayH:

of; thezblo'ck' Y, for example, is. controlled: by the circuit 'starti'ng with battery 125, com-- mon wire 170, conductor 171, contact 172 controlled by the trackrelayT. Bi, conductor 17 3, relay-H, conductor 12.0, conductor 1'02; detectorxcontroller- X, inductor T in.

block Z, conductor 108,,conductor 121,a-con-.

melee controlled by detecting, relay D3,;

conductors 123 and-124*bacl: to'thebattery 125"; When the contact 122 of relayDR, or

detector controller X orthe inductor circuit: are opened the. relay H' for block Z ;will' bedeenergized to producethe tripping operations-in the'inductors of block Y. V v

The controlling;detecting relay DR is a circuit embracing. the combined trip; and: resetinductorrT and R, in block Z, which circuit" comprises the battery 125, conductor 124,;relay DR,v conductor-126, conductor 115,

of the trip and reset circuit at the contact of the signal circuit breaker-SUB, so that the detecting circuits are always in efiect.

While the detecting circuits associated with the detecting relay DR and its contact 122 have been shown connected to the trippings andresetting inductor combinations of the bloc'kZ, the same being shown tied in with the relay H'of the block in, the rear, itwill be understood that'sirnilar circuits are: providedfor each of the other blocks, and'the: same manner of tying the same in with a control relay-of a'block preceding'is. carried out.

" cation: and confusion these other circuits- To avoid unnecessary duplihave: been; omitted: fromfEigi .2' of 1 the draw;

ings.,- As showing, howevenanotheii methodv ofi accompllshing'slmilarresults, ,we;show a:

difierenti set" of. detector. circuits. fbr block and the imanner's'in' which; the same are connectedlto the relay H1 ofiblock X. T

In this alternative method the inductor T and; '11 and; R are provided? with a:- de-I tecting circuit: which maybe traced from the relay H. of: the blockX asfollowsz: The

lower'pole of the-source of'ener'gy 131;

connected to: conductor 102 above the condensen103; trip element T conductors 108, 133' and 1 15', the elements of the-inductors T and R, conductor 111 and conductor 134.

It will b'enot'ed that this circuit is" tied into the circuit of T in shunt with the condenser 103 therein and is similarly tied into the circuit of the inductor T andR in shuntwit the condenser ll0 therein. g V

' It will therefore be noted, that for systems of circuits illustrated in alternative arrangement in Fig. 2 of the drawings, there Beth,

'conneotedfto commonzline =170, conductor 157.4, contactcontrolledby the trackihatteny; Bi connected to: the block: Y, conducton l7fi the-relayrH ofibl'ocki X, conductor-132 is provided an A. C. circuit (including acondenser) for each of the inductor'circuits, this A. O'. circuit cooperating-with the-A. C. vehiclecarried apparatus shown in F ig. '1: of the drawings. It will be further notedthat the detector circuits while they partially include the inductor elements and" parts of the'circuits' thereof, are D. Cfcir'cuits. These 7 D.- C; circuitsare circuits of high impedance" to the A. C; currents and do not affect the operation of the inductors to influence the vehicle carried apparatus, but are merely at fected by thecondition of the inductorxcira c'uits. "It will also be, seen'that the detector circuits are effective whetheror not the in ductor circuitsare open or closed at the control point represented bythe control element;

SCB

operation "of the semaphore signalling apparatus, this being provided so' that the dc .energization" of a relay such as of block Z whenthecircuit to the trip and reset com bination T" and R in block Z is 'cbroke n'by displacement of theinductors will be reflected in the semaphore signal of block Z as well as in the trip andresetcombinationl in block'Y.

The relay H for each of the blocks X, Y and Z is desirably the" relay governing the;

IOU

The use and operation of themanual-autm I matic induction; system of the present invention will in the main be fully apparent from the above detailed description thereof," -It will be further apparent that While wehave shown and described our invention in the preferred form, that many changes and modifications may .be made in the structure disclosed, without departing from the spirit of" ing the said device to stop the train and for simultaneously operating said vehicle signalling means to indicate therein the corresponding roadside condition, a second inductor controlled circuit for resetting the vehicle signalling means, manual means for modifying.

the stop operation of said device and for placing the same under the control of the speed of the train to permit the train to move under a speed restriction, and manually operable mechanism eflective only when the train is not exceeding a restricted speed for resetting said inductor controlled circuit to reset the said device to its normal unrestricted operation without resetting the vehicle signalling means.

2. In an induction train control system, vehicle carried apparatus comprising a device for controlling'the movement of the train, vehicle signalling means, an inductor controlled circuit operable when tripped by cooperating roadside apparatus for operating the said device to stop the train and for simultaneously operating said vehicle signalling means to indicate therein the corresponding roadside condition, a second inductor controlled circuit for resetting the vehicle signalling means, means operable manually by the engineman for modifying the stop operation of said device and for placing the same under the control of the speed of the train to permit the train to move under a speed restrictiomand manually operable mechanism operable combinedly by the engineman and fireman for resetting said inductor controlled circuit to reset thesaid device to its normal unrestricted operation without resetting the vehicle signalling means.

3. In an induction train control system, vehicle carried apparatus comprising a device for controlling the movement of the train, vehicle signalling means, an inductor controlled circuit operable when tripped by co operating roadside apparatus for operating the said device to stop the train and for operating said vehicle signalling means to indicate therein the corresponding roadside condition, a second inductor controlled circuit for resetting the vehicle signalling means, means operable manually by the engineman for modifying the stop operation of said device and for placing the same under the control of the speed of the train to permit the train to move under a speed restriction, and manually operable mechanism operable combinedly by the engineman and fireman for resetting said inductor controlled circuit to reset the said device to its normal unrestricted operation 4. In an induction train control system, vehicle carried apparatus comprising a device for controlling the movement of the train, vehicle signalling means, an-inductor controlled circuit operable when tripped by cooperating roadside apparatus for operating the said device to stop the train and for simultaneously operating said vehicle signalling means to indicate therein the corresponding roadside condition, a second inductor controlled circuit for automatically resetting the vehicle signalling means and the said device, and manually operable mechanism for resetting said inductor controlled c1rcu1t to reset the said device to its normal unrestricted operation without resetting the said signalling means.

.5. In an induction train control system,

vehicle carried apparatus comprising a device for controlling the movement of the train,

vehicle signallingmeans, an inductor controlled circuit operable when tripped by cooperating roadside apparatus for simultaneously operating the said device to" stop the train and for operating said vehicle signalling means to indicate therein the corresponding roadside condition, a second inductor controlled circuit for automatically resetting the vehicle signalling means, and'manually operable mechanism efi'ective only when the train is not exceeding a restricted speed for resetting said inductor controlled circuit to'reset. the sald device to its normal unrestricted op-.

eration without resettingthe said signalling means. Y ,f

6. In an induction train control'system, vehicle carriedapparatus comprising a relay for controlling the'movement of the train, a second relay for controlling the operation of cab signalling means, an inductor controlled circuit connected to both of said relays and operable when tripped by cooperating roadside apparatus for operating both relays to effect the stopping of the'train and the simultaneous operation of the vehicle signalling means to indicate the correspond ing roadside condition, a second inductor controlled circuit for resetting the signal relay,

and manually'op'erable mechanism for resetting the inductor controlled circuit for the.

train control'relay without afiecting the operation of said signal relay.

7. In an induction train control system, vehicle carried apparatus comprising a relay for controlling the movement of the train, a second relay for controlling the operation ofcab signalling means, an inductor con trolled circuit connected to both of said re lays, a triprelay for said circuit operable when tripped by cooperatingroadside apparatus for operating said circuits and relays tov effect the stopping of the train and the ion a simultaneous operation of the vehicleling means to indicate the correspond ng roadside condition, a second nducto'r'com trolled circuit for resetting the signal relay,

manually operable mechanism for resetting the inductor controlled circuit for the train control relay without a fiecting the operation ofsaid signal relay, an A. C. source of energy for; said trip relay and a D. C. source of en "10 ergy for said other relays and circuiti an induction train control system, v'e-' hic le, carried apparatus comprising; a relay for controlling the movement of the train, a second relay for controlling the operation of; Cab signalling means, an inductor edition-ea;

'circuiticonnected tobotli of said relays and operablewhen tripped by cooperatingroadside. apparatus for operating both relays to" effect the stopping of the train and the siniul taneous operation of the vehicle signalling means toindicate thecorresponding roadside condition, a second inductor controlled circ.u1t for resetting the signal relay and the train control relay, and manually-operable mechanism forflresetting the inductor controlled circuit forthe train control relay Without afliecting the operation of said signal relay.

'9. In-an induction train control system,

vehicle carried apparatus comprising a: relay for controllingthe movement of the train,

7 a second relay for controlling the operation of cab signalling means, an inductor controlled circuit connected to both of said relays and operable When tripped by cooperating roadside apparatus for operatingboth relays to effect the stopping of the train and the simultaneous operation of the vehicle signalling'means to indicate the correspond-f ing roadside condition, a second inductor con.-

trolled circuit for resetting the signal relay,

and; mechanism manually operable by the combined action of the enginemanand fireman provided the train is not exceeding a restricted speed for resetting the inductor con trolled circuit for the train control relay Without'affecting' the operation of said signal relay." i i l i 10. In an inductiontr'ain control system, vehicle carried apparatus comprising a relay .for controlling themovement ofthe train, a second relay for'controlling theoperation [of cab signalling means, an inductor controlled circuit connected to both of said relays controlled by contacts of said'relays, an-inductor relay controlling another contact of said circuit and operable When tripped by cooperating roadside apparatus for operating both relays to effect the stopping of the train and the simultaneous operation of the vehicle signalling means toindicate the corresponding roadside condition, a second inductor controlled circuit for resetting the signalrelay,

- andmanually operable mechanism for resetting the inductor controlled 5 circuit for the train control relay Without afiecting' the eration of said signal relay.

11. In an induction train control system, vehicle-"carried apparatus comprising a device for controlling the movement of the train, an inductor controlled circuit operable when trippe'dby cooperating roadside apparatus for operating said'device to stop the train,

manual means for modifying the stop op eration" of said device and for placing the same "under the control of the-speed ofthe train'to permit the traintomove under a" the train, means manuallyoperable by the engineman for modifying thelstop operation of said device and for placing the same under the" control of the speed of the train to permit the train to move under a speed restriction, mechanism manually operable by the engineman and the fireman cooperating together and/effective only when the train is not'eX- ceeding, said restricted speed for resetting .7

said inductor controlled circuit-t0 reset the said device toits normal unrestricted operation, and inductive means for automatically resetting said inductor controlled circuit.

13. Inan induction train control system, I

vehicle carried apparatuscomprising a device "for controlling the movement of the tra1n, an inductor controlled circuit operable ivhen tripped by cooperating roadside apparatus foroperating said device to stop t the train, mechanism manually operable by the engineman and fireman acting together for resetting said inductorcontrolled circuit toreset thesaid device to its'normal opera-' tion, an'dinductive means for automatically resetting said inductor controlled circuit.

14. {In an induction train control system, vehicle carried apparatus comprising a device for controlling the movement of the train, an inductor controlled stick circuit operable when tripped by cooperating roadside apparatus for operatingsaid device for producing a persisting train control operation thereof, mechanism embodying a circuit "open at two spaced points and adapted tobe closed by the cooperative efforts of the en lgineman and fireman and effective only When the train'is not exceeding'a' restricted speed for resetting said inductor controlled circuit to res'etthe said device to its normal-operavice for controlling the movement of the train, a control relay for controlling the operation of device, an alternating current inductorcircuit for said control relay oper able when tripped by cooperating roadside apparatus for tripping the said control relay to produce a train controlling operation in said device, a'second control relay for placing said device under the control of the speedof the train to permitthe train to move under a speed restriction, manually operable means for setting the said second control-relay, manually operable mechanism efiective only when the train is not exceeding thesaid restricted speed for resetting said first-mentioned control relay to reset the said device to its normal unrestricted operation, an alternating current source of energy for said inductor circuit and a direct current source of energy for said device and relays.

16. In an induction train control system, vehicle carried apparatus comprising a device for controlling the movement of the train, a control relay for controlling the operation of said device, an alternating current inductor circuit for said control relay operable when tripped by cooperating roadside apparatus for tripping the said control relay to produce a train controlling operation in said device, a second control relay forplacing said device under the control of the'speed of the train to permit the train to move under a speed restriction, manually operable means for setting the said second control relay, man

ually operable mechanism for resetting said first-mentioned control'relay to reset the said device toits normal unrestricted operation, an alternating current source of energyfor said inductor circuit and a direct, current source of energy for said device andfrelays.

17 In an induction traincontrol system, vehicle carried apparatus comprising a device for controlling the movement of the train, a

' control relay for controlling the operation of said device, an alternating current inductor circuit operable when tripped by cooperating roadside apparatus for tripping the said con trol relay to produce a; train controlling oper-' ation in said device, a second-,controlrelay for placing said device under the control of I the speed of the train to, permit the train to move under a speed restriction, means oper able by the engineman for setting the said second control relay, mechanism operable by the engineman and fireman acting together and effective only when the-train is not exceeding the said restrictedspeed for reset ting said first-mentioned control relay to reset the said device to its normal unrestricted operation, an alternating current source of 1 energy forsaid inductor circuit and a direct current source of energy for said device and relays. w a V -j. 18. In an induction train control system,

vehicle carried apparatus comprising a device I for controlling the movement ofthe train, a control relay for controlling the operation of sald device, an alternating current inductor circuit for said control relay operable when tripped by cooperating roadside apparatus for tripping the saidcontrol relay to pro ducea train controlling operation in said device, a second control relay for placing said device-under the control of the speed of the train to permit the train to move under a speed restriction, manually operable means, I

for setting the said second control relay, manually operable mechanism efi'ective only when the train is not exceeding "the said restricted speed for resettingsaid first-mentioned control relay to reset'the said device' to its normal unrestricted operation, means for tripping the said second control relay when the said inductor controlled circuit istripped, 5 an alternatingcurrent source energy for said inductor circuit and a direct current sourceof energy for said device and relays. I V

- 19. In an induction train control system,

vehicle carried apparatus comprising a dc vice for controlling the movement of the I train, a control relay for controlling the operation of said device, a trip relay for the control relay, an. inductor circuit operable when tripped by cooperating roadside apparatus for trippingthe said trip and control relays to produce a train controlling operat1on in said device, a second control relay for placingsaid device under the control of the speed of the train to permit thetrain to move under a speed restriction, manually operable means for setting the said second controlrelay, manually operable mechanism for resetting said first-mentioned control relay to reset the said device to its normal unrestricted operation, an alternating current source of energy for the'inductor circuit and trip relay and a direct current source of energy for said device and. control relays. 1

20. In an induction train control system, vehicle carried apparatus comprising' a device for controlling the-movement of the train,.a control relay for controlling theoperation of said device, a trip relay for the control relay, :an inductor circuit operable when tripped'by cooperating roadside apparatus for tripping the said trip and control relays to produce a train controlling operation insaid device, asecond control relay for placing said device under the control of the speed or the train to permit the train to move under a speed restriction, manually operable means for setting the said second control relay, manually operable mechanism eftec tive only when the train is not exceeding the.

said restricted speed for resetting saidgfirstmentioned control relay to reset thesaid device to itsn'ormal unrestricted operation, an alternating'current source of energy for-the inductor circuit and trip relay and adirect current source of energy for said device and control relays. i

V 21. In an induction train control system,

vehicle carried apparatus comprising av device for'controlling' the movement of the train, vehicle signalling'means, a control relay for said device, a control relay for said signalling means, an inductor controlled-circuit operable when tripped by cooperating roadsideapparatus for tripping both of said control relays, a third relay for placing said device under the control of the'speed 'of'the train to permit-the Itrain toxmove-u'nder a c speedrestriction, manually operable means for-setting the said third control relay,'-I'nan-' ually operable vmechanism for resetting the first mentioned relay to reset *the device to its normal unrestricted operation, and'ineans connecting the inductor controlled circuit 'vvith'said third relay whereby the said third relay is tripped whenthe' inductorcontroll'ed circuit-is tripped.- 7 V l 22. In an induction -'train control system,

' Vehicle carried apparatusjcornprising adevice for controlling. the movement of the train, vehicle signalling'ni'eans, control re lay for's'aiddevice, a control relay for said signalling means, an inductor contro-lledcircuit operable when tripped 'by cooperating roadside apparatus for trip-pingrboth of said control relays,a third relay for placing said device underthe control of the "speed of'the train to permit the train to move under a speed restrictlon, manually operable-means V for setting-the said third'control relal-y, finan- Vu'ally operable -mechanism eflective only when the train is not'eXceedinga-restricted speed for resetting the first mentioned relay toreset the device to its normalunrestricted operation, and means connecting-theinductor controlled circuit 'Wlllll said third relay whercby'the said third relay istripped when the inductor controlled circuit is tripped.

23. In an induction traincontrolsystem,

vehicle carried apparatus comprising a device for controlling then ovement of the train,vehicle signalling nieans,,acontrol relay for said device, a control-rel'ay 'for"saidsignalling means, an inductor controlledfcircuit operablevvhen tripped'by cooperating roadside apparatus for tripping both oatsaid 'control relays, a third r'elay'for'placing said'd'evic'e under the control of the speed of the" train t-o permitthetrain to move under a-speed -'-restriction, manually operable 1 means for :stting-the said third control relayprnechanism manually operablebyithe engineman and fire man acting in cooperation and'eflective only when the train is notexce-eding a restricted speed for resettin g' the I'iIst m'entiOned relay to reset the device toits normal unrestricted operation, and means connecting the inductor controlled=circuitfwith said third relay Where by thesaid third relay is, tripped when the inductor controlled circuitis tripped.

-- 24. In aninduction train control system,

vehicle carried "apparatus comprising a device for controlling the movement of the train, vehicle signalling means, a control re lay for said device, a control're-lay for said signalling means, an inductor controlled cir-' cuit operable when tripped'loy cooperating roadside apparatus for trippinglooth of said control relays, a third relay for placing said 7 :25; In combination, vehiole:carri-ed mechanism', 'ar,vehicle carried: energizing inductor associatedwith and adapted to be influenced for tripping the said "vehicle carried rn'echa vnism,=avehiclecarried Csour'ce'of energy these-immense vehicle carried inductor" defining :an energy receiving inductor assed.- ated with -a'nd adapted "to be: influenced for resetting the veh-icle carried mechanism-, and a roadside induetor means eomprising apair only of inductors connected in circuit, one of the induetbrs'ene eratin withgthe "vehicle carried energizing inductor and i the other of the 'indnc tors cooperatin-gfwith-thesecondmhi'c'les'carried inductor, the 'sai'd'pair or indoctors :being operable f on open circuit for proiiuem'g the trippin etin'n antl being operabl'e' when closed 'circ'uit' ror producing the -resetti' action; 7

26. 111 c mbi nationgvehicle carried mechanlsr'n, a vehicle carriedinductor; including. 'coupled e rergizin amr energy receivingcoils associated with and adapted to loo influenced for tripping' the eaid'vehicle carried mechan1sm,:a vehic1eearried n. Gi-snurce of energy thereror, a second 'vehicle carried inductor assoeiated ivith and adapt'ed'to loe influenced 'for resetting the vehicle carried mechanism,

and a roadsideinductor-means comprising-a pair only I of inductorsconnected in circuit, one f the iniinetors -coeperating' with "the vehicle carried energizing' coiland the other of theindn tors eooperatin with'itne eec ond 7 vehicle carried: in d uetorjthe said pair ef inv dUEECJIS- beiITg operable open circuit *for prod'ucing the tripping aetienandbeing perable when ih cl osed ci rcuit for producing the gresetting etionl 27; In combin'ation vi'ith" a roadsidedivided j into blocks, vehicle carried mechanism, a vehicle carried energizing inductor associated with and adapted to be influenced for tripping the said vehicle carried mechanism, a vehicle carried A. C. source of energy therefor, a second vehicle carried inductor associated with and adapted to be influenced for resetting the vehicle carried mechanism, and a roadside-inductor means for each block comprising a pair of inductors in such block connected in circuit, one of the inductors cooperating with the vehiclecarried energizing inductor and the other of the inductors cooperating with the second vehicle carried inductor, the said pair of inductors being operable on open circuit for producing the tripping action and being operable when in closed circuit for producing the resetting action, a third inductor in such block arranged at braking distance from said pair of inductors, and roadside means for operating all.

said roadside inductors of the block in unison. a V

28. Roadside apparatus for an induction train control system comprising an inductor, a circuit therefor which when closed at a control point produces one operating condition in the inductor and which when open at such control point produces another operating condition therein, and means for detecting abreak in said circuit other than at said control point whether or not said circuit is open or closed at the control point.

29. Roadside apparatus for an induction train control system comprising an inductor, an A. C; circuit therefor which when closed at a control point produces one operating condition in the inductor and which when open at such control point produces another operating condition therein, and means includlng a D. C, clrcult for sa1d inductor for detecting a break in said circuit other than at said control point whether or not said circuit is open or closed at the control point. 30. Roadside apparatus for an induction 7 train control system comprising an inductor,

a circuit therefor which when closed at a control point produces one operatingcondition in the inductor and which when open at such control point produces another operating condition therein, and means connecting said inductor circuit with the roadside signalling means for detecting a break in said circuit in the vicinity of said inductor whether or not said circuit is open or closed at the control point thereof.

31. Roadside apparatus for an induction train control system comprising an inductor, a circuit therefor which when closed at a control point produces one operating condition in the inductor and which when open at such control point produces another operating condition therein, a second inductor, and means connecting the inductors for producing a detecting operationin said second inductoriupon the occurrence of a break in inthe inductor and whichwhfen open at such] controlpoi'nt produces another operating condition therein, a condenser insaidcircuit, and a partlal circuit shuntlng said condenser andcontrol point, said partial circuit includi'ng 'm'ean's fordetecting a break in said circuit other than at saidcontrol point.-

33. Roadside apparatus foran inductiontrain controlsystem comprising an inductor,

a circuit therefor which'when' closed at a control point produces one operating condition in the inductor and which when open at such control point produces another operating condition therein, a condenser insaid circuit, and a partial circuit shunting said'condenser and "control point, said partialcircuit including a detecting'relay and a direct current source of energy.

34;Roadside apparatus for an induction tr ain control system comprisinga plurality of blocks, an inductor for each block, ajcon' trol circuit for each inductor,=the said control circuit including acontact adapted to be opened and closed for producing different operating conditions in 'said inductor, and

means connecting a pair of said inductor circults for 1nd1cat1ng 1n one lnductor circuit an undesirable break in another inductor circuit whether :or not said another inductor circuit is open or closed at the control point thereof. V

train control system comprising a plurality of blocks, an inductor for. each block,'an

energyless control circuit for each inductor, the said control circuit including acontact adapted to'be opened and closed'for producing different operating conditions in said inductor, and means connecting a pair of said inductor circuits for indicating in one inductor circuit an undesirable break in another inductor circuit.

36. Roadside apparatus for an induction train control system comprising a plurality of blocks, an inductor for each block, roadside signalling means for each block, an

energyless control circuit for each inductor,

the said control circuit including'a contact open or closed 35. Roadside apparatus for an induction adapted to be opened and closed for producing different operating conditions in said inductor, and means connecting an inductor circuit of one block with the signalling means and inductor circuit of another block for indicating in the latter an undesirable break in the inductor circuit of the first block, 7

37; Roadside apparatus for an induction train control system comprising a plurality c 1 MF'MBE.

of b ecks, d s re h 9 5, #:Mdi side sign-alhng means .for -ceach block -veg ene gyless centrol; 'circuit fqr each in duqtmy the said control circuit includi rg- .-a, contact adapted; to be opened; and. QlOGdf' myproduciug difi'erent-pperatipg QOQdi-tiODSiIQ said nd ctor, I'andi m ns nn ing an m wr; circuit ef-to eblock Withthe signalling-means and inducter circuit of another iblock -ifor I indicatiug innthe latter ..an-,undesina b1ejbreakin the inductor circuit of-thefirst. blockasgid; connecting means comprising 11; pa-rtial energy; circuit' sh-unting; thecontroLpOint-gf; the -.in d1 1ct01 a control relay i'nithe pantial circuitandt acincuit Sunder the contmlcfisaid' elay-J...

I 38. 'Roadside' uppara tusifor an induction train A control Systemcemprising ia plurality' O f-blocks, an. inductcr 013 each-block,:a:con g3 trolcircuit for each; inductor; thefsaideccnq trclcircuit includingacontact adaptedta be I 1 opened andclosed-for producing different '7 operating conditions iii-said inductonmeans for breaking said' circuit at qn'otherr point 25 upon-displacement cf" the induct r, -land means connecting a pair of said inductor-citV-v cuits .for inclicatimg; one: inductor. circuit the break in another: inductor: circuit :due' to" an inductor, displacement z-Whetl leror not said i 33 another inductorcircuit is open. or closedrat the control point thereof, v

Signed byasaid 'ARGH'IBALD .-;G.I?:SHAvm:-; at Chicago; in the :county 0f;;.G00k and-Statet-qf Illindis, this' third my Of-i"scpteni-bel", AUDI 1926. c. 1 Y i. v e] 1 FARGHIBALDG SHA-VE'R. :zsigned by; said BENJAMIN Mmsmn, .iat; NiagarwEa'llg in the countycfNiaganamnii State of New York, this 1st day of Septcm- .1;be1,s1926. c c BENJAMIN W.ME=ISEL.J 

